Automatic train-stop.



A. P. HOCHSTEIN.

Automnc mm STOP.

APPLICATION FILED APR- 11 1914- 1 ,1 9 1,5 1 1 Patented July 18, 1916.

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A. P. *HOCHSTEIN.

AUTOMATIC TRAIN STOP.

APPLICATION FILED APR. 1. 1914.

1 ,1 9 1,5 1 1 i v Patented July 18, 1916.

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ALFRED IP. HOGHSTEIN, OF PITTSBURGH, PENNSYLVANIA, ASSIGNOR OF ONE-FOURTH TO W. F. HAZLETT, OF PITTSBURGH, PENNSYLVANIA.

AUTOMATIC TRAIN-STOP.

Specification of Letters Patent.

Patented July 18, 1916.

Application filed April 1, 1914. Serial No. 828,881.

T 0 all whom it may concern:

Be it known that I, ALFRED P. HOCH- STEIN, .a citizen of the United States, residing at Pittsburgh, in the county of Allegheny and State of Pennsylvania, have invented certain new and useful Improvements in Automatic Train-Stops, of which the following is a specification.

This invention relates to new and useful improvements in automatic train stops, and has for its principal object to provide a device by means of \VhlChvil train traveling at a high rate of speed may be brought to a complete stop without the necessity of operating the throttle valve or the engineers air valve. v 1

A further object of this invention is to provide an attachment which is-adapted to be applied-to the ordinary type of locomotive or other similar vehicle without necessarily-changing the construction or operationthereof to any great extent.

Azstill further object of the'invention is to provide a device by means of which the above mentioned objects may be-accomplished which is particularly cheap in construction and simple in operation.

Another ob'ect of the invention resides in the provision of a train carried stop mechanism-consisting of bleed pipes having bleed valves at their lower ends the operating handles of which are disposed in such a manner that they project toward each other so as to be engaged only by the pin controlled by the track trip mechanism, thereby rendering the operating of the valves by a foreign object practically impossible.

Another object of the invention is to providea track trip mechanism which will effectively operate the mechanism carried by the locomotive or similar vehicle to which the stop mechanism, which will be described in detail hereinafter, is applied.

Still another object of the invention is the provision of a track trip mechanism which may bev controlled by. theoperation .of a

semaphore arm or from the switch tower.

\Vithxthese and other ob ects in view, the

invention consists in the novel combination and arrangement of parts which will "be more fully set forth in the following speciii:

cation and accompanying drawings, in

. which,

pear as the descriptionproceeds.

mechanism as itwould appear when applied thereto, Fig. 2 is a detail view of the mechanism for operating the track trip showing the application of the same to a semaphore, Fig.v 3 is an enlarged transverse sectional View of the housing taken on line 3-8 of Fig. 2,.Fig. 4: is an enlarged detail view of the stop mechanism which is carried by the locomotive, and Fig. 5 is an enlarged deta-il view of the pin and guide therefor.

Referring now to the drawings by characters of reference, the numeral 1 designates as an entirety a locomotive which is provided with the usual cylinders 2, boiler 3, and smoke stack l. The usual pilot 5 is provided and is arranged to carry the stop mechanismwhich will be more fully hereinafter described.

by the numeral 6 and comprises theordinary cross ties and the rails 7. One of the cross ties which is designated by the numeral 8 is elongated and provided with a suitable semaphore standthe use of which will ap- A suitable guide 10 is secured to the cross tie 8 7 intermediate its lateral extremities and is arranged to form a support for the slide 11 which carries the upstanding pin 12. A suitable housing 13 is secured to the tie by means of'the flanges 1 1 as clearly shown in Figs. 1 and 3. A similar housing 15 is secured to the tie'8 near one of the rails and.

is arranged to protect the spring 16 from the elements. This spring 16 is secured -to the slide toward the rail thus assisting the semaphore in actuating the pin 12 when the device is in-use. 1

The end of the slide 11 opposite the end to which the spring 16 is secured has secured thereto in any suitable manner the rod 18 which is connected to the bell crank lever 19 to which the semaphore arm 20 is operatively connected.

Having described the track trip. mechanism it now remains to describe the' attachment for the locomotive or motor car, which attachment is best illustrated inFig. 5 and designated by the numeral 21. This attachment preferably comprises a pair of valves 22 and 23 having connected therewith the air pipes 24 and 25. These valves 22. and

23 are preferably of the turning plug type and are provided with the extensions or operating handles 26 which are arranged to engage the pin 12 when the device is in use. It will be noted that these handles 26 project toward each other so as to be engaged only by the pin 11 of the track trip mechanism. In disposing said handles in the manner shown it will be evident that the valve stems form a guard which will protect the handles and prevent the same from being operated by a lump of coal or any other foreign substance Which might have found its way upon the roadbed. The valves 22 and 23 are arranged to control the flow of.

air in the air brake system.

In order that the engine may proceed, a resetting device is provided which comprises a pair of bar 29 which are connected to the extensions 26. Each of these bars is con nected at its upper end to the transverse rod 30 which is provided intermediate its ends with the upstanding portion 31. This upstanding portion is pivotally connected as at 32 to the rod 33 which extends rearwardly of the locomotive and is operated by the lever 3 1 which is pivoted to the pilot as at 35. This lever 34 is arranged to be operated by the engineer or motorman by the rod 86 which is pivoted as at 37 to the lever and extends into the cab of the vehicle.

It will be evident from the foregoing that in use the semaphore arm 20 is set at danger, which will cause the pin 12 to slide from its position beneath the housing 13 and upon the passage of a train over the road and past the semaphore, the pin will engage the extensions 26 which will operate the valves 22 and 23 and open the valves, thus permitting the air to escape from the air brake system and setting the brakes thereby bringing the train to a complete stop and avoiding acci- -dent. Should the semaphore show clear after the train enters the block, the engineer may by operating the resetting device, proceed and it will be obvious that any loss of time will be eliminated.

It is to be understood that should it be so desired one of the valves may be eliminated and the remaining valve will perform the same functions. In event that the device is to be applied to a switching engine a suitable valve may be employed to close the train pipe and thus put the stop mechanism out of operation.

While in the foregoing there has been shown the preferred form of the invention it is to be understood that such changes may be made in the construction and combination of parts as may fall within the scope of the appended claims.

Having thus described my invention, I claim:

1. In a train stop, a brake pipe, bleed pipes communicating with said brake pipe,

and bleed valves carried by said bleed pipes, having their handles positioned below said bleed pipes arranged to extend toward each other when the valves are closed to prevent accidental opening thereof the valve stems forming guards to prevent engagement of the handles with a foreign object.

2. In a train stop, a brake pipe, bleed pipes connected to said brake pipe and extending angularly therefrom, and bleed valves carried by said bleed pipes, said valves having their handles positioned below the bleed pipes and in close proximity to the track, said handles normally extending toward each other to prevent accidental operation thereof.

3. In a train stop, a brake pipe, bleed pipes communicating with said brake pipe and extending angularly and downwardly therefrom, and bleed valves carried by and disposed below said bleed pipes and in close proximity to the track, said valves having their handles arranged to extend toward each other when closed to prevent accidental opening thereof.

4. In a train stop, a brake pipe, bleed pipes communicating with said brake pipe and extending angularly, therefrom in spaced parallel relation, and bleed valves carried by the lower ends of said bleed pipes said valves having their handles arranged to extend toward each other when in inoperative position to prevent the accidental opening of said valves.

5. In a train stop, a brake pipe, a branch pipe connected to said brake pipe and extending at right angles therefrom, bleed pipes connected to said branch pipe, said bleed pipes extending in spaced parallel relation therefrom, and bleed valves at the lower ends of said bleed pipes having their handles in close proximity to the track and extending toward each other to prevent accidental operation of the valves.

6. In a train stop, a brake pipe extending longitudinally of a locomotive, a branch pipe connected to and in communication with said brake pipe extending at right angles from said brake pipe and transversely of the locomotive, bleed pipes connected near the outer end of the branch pipe, said bleed pipes extending downwardly from said branch pipe in spaced parallel relation, and bleed valves at the lower ends of the bleed pipes having their handles normally turned toward each other to avoid accidental opening of the valves stems of said valves forming guards to prevent engagement of the handles with a foreign object on the roadbed.

7 In a train stop, a brake pipe extending longitudinally of a locomotive, a branch pipe connected to and in communication with said brake pipe, said branch pipe extending at right angles from the brake pipe,

a bleed pipe at the outer end of said branch pipe, said bleed pipe extending downwardly at right angles from said branch pipe, a second bleed pipe in spaced parallel relation to the aforesaid bleed pipe connected to the branch pipe at a point slightly distant from its terminal, both bleed pipes extend-- ing downwardly to a point near the track on whlch the device 1s used, and inverted 10 bleed valves at the lower ends of the bleed Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents,

pipes having their handles directed toward each other when the Valves are closed to prevent accidental operation thereof.

In testimony whereof I alfix my signature in presence of two witnesses.

ALFRED P. HOCHSTEIN.

WVitnesses:

HELEN M. BRooKn'r'r, R. DONALD BRooKnT'r.

Washington, D. C. 

